Power take-off assembly



Feb. 11, 1941. I

FIGJ.

R. w. WAGNER 2,231,144

POWER TAKE-OFF ASSEMBLY Original Filed May 16, 1938 FIGS.

FIG.4.

INVENTOR ROBERT W.WAGNER I ATTORNES Patented Feb. 11, 1941 UNITED STATES PATENT OFFICE POWER TAKE-OFF ASSEMBLY Original application May 16, 1938, Serial No.

Divided and this application January 23, 1939, Serial No. 252,501

7 Claims. (01. 74-11) This invention relates generally to motor vehicle power take-offs such as split propeller shaft power take-oils for trucks, and constitutes a division of my application filed May 16, 1938,

bearing Serial No. 208,295.

One of the essential objects of the invention is to provide an assembly of this type wherein one or more power take-off shafts disposed substantially parallel to the propeller shaft may be operatively connected to the propeller shaft so as to be driven therefrom. 0

Another object is to provide an assembly wherein the operation of such power take-off shafts may be controlled by suitable shifter mechanism which preferably is separate from the shifter mechanism employed for controlling the operation of the driven section of the split propeller shaft.

Other objects, advantages and novel details of construction of this invention will be made more apparent as this description proceeds, especially when considered in connection with the accompanying drawing, wherein:

Figure 1 is a longitudinal horizontal sectional view through an assembly embodying my invention; 1

Figure 2 is a sectional view taken substantially on the line 2-2 of Figure 1;

Figure 3 is a sectional view taken substantially 30 on the line 3-3 of Figure 1;

Figure 4 is a sectional view taken substantially on the line 4-4 of Figure 1;

Figure 5 is a fragmentary longitudinal sectional view showing a slight modification.

Referring now to the drawing, A is the propeller shaft, and B is the power take-off shaft of an assembly embodying my invention.

As shown, the propeller shaft A extends between two universal joints I and 2, respectively, 40 and has two sections 3 and 4. As usual, a shaft 5 extends forwardly from the universal joint I to another universal joint 6 connected to a shaft 1 projecting rearwardly from the transmission 8 of an internal combustion engine (not shown),

45 while a shaft 9 extends rearwardly from the universal joint 2 to the pinion gear of the rear axle assembly (not shown). Preferably the propeller shaft drive section 3 is provided within a suitable housing I0 with ball bearings II and has a re- 50 duced stepped portion I2 that is received within and extends axially of the driven section 4.

Needle bearings I3 are provided about the steps I4 and I5, respectively, of the drive section 3 within the driven section 4. The driven section 4 is provided at its forward end with an integral toothed clutch member I 6 and is provided within the housing III with ball bearings Il.

Splined upon the drive section 3 between the ball bearings II and the clutch member I6 is a sleeve-type toothed clutch member I8, while freely 5 rotatable upon the driven section 4 between the clutch member l6 and the ball bearings I1 is a power take-oil sleeve I9 upon which is keyed a spur gear 20. Encircllng this sleeve I9 upon opposite sides of the spur gear 20 are roller bearings 10 2I and 22, respectively, which cooperate with the ball bearings II and IT to maintain the stepped portion I2 of the drive section 3 in proper axial relationship to the driven section 4. Thus, the stepped portion I2 of the drive section serves in effect as a pilot within the driven section 4. Preferably there is ample clearance between the driven section 4 and the power take-off sleeve I9 to compensate for any inaccuracies in machining and any'misalignment that may occur in as- 20 sembly. Thus, no binding between the parts will take place.

Formed integral with the power take-off sleeve I9 at a point between the clutch member I6 and roller bearings 2| is a toothed clutch member 23 which, like the clutch members I6 and IB, is adapted to be encircled by a sliding clutch collar 24. Preferably this sliding clutch collar 24 is provided interiorly thereof with integral toothed clutch members 25 and 26 and an intermediate channel or recess 21, and is provided exteriorly thereof with an annular groove or channel 28 which is engaged by a shifter fork 29 fixed upon a shaft 30 slidable longitudinally in the housing II). As shown, the arrangement is such that clutch member 25 will always be in engagement with clutch member I8 and may be engaged with clutch member I6 while in engagement with clutch member I8. Clutch member 26 is adapted to be alternately engaged with clutch members 4 I6 and 23. Any suitable means (not shown) may be employed from a remote point, for example, from the dash or instrument board of the truck, for sliding shaft 30 longitudinally to cause collar 24 to be shifted longitudinally to the right or left so that the engagement of clutch members described above may be efiected, while any suitable means. such as the spring pressed ball 3|, may be employed to retain the shaft 30 in adjusted position.

Splined uppn power take-off shaft B is a gear 40 adapted to mesh with gear 20 for driving the power take-off shaft B. 4| is a sliding shifter shaft having a recessed portion 42 straddling the gear 40 for shifting the latter to and from engagement with gear 20. A spring pressed ball 43 in the housing I is engageable with the grooves 44 in the shaft 4| to yieldably retain the said shaft in adjusted position. Any suitable mechanism (not shown) independent of the sliding shaft 30 may be connected to the outer end of shaft 4| to slide the same.

Thus, from the foregoing it will be apparent that the assembly as shown in Figure 1 is in neutral. When the collar 24 is shifted from neutral to the left so that clutch members 26 and I6 are in engagement with each other, then the drive is transmitted from the drive section 3 through clutch members l8 and 25, collar 24 and clutch members 26 and I6 to the driven section 4 to propel the rear wheels (not shown) of the truck. In this position the power take-off shaft B is idle. When the collar 24 is shifted from neutral position to the right so that clutch members 26 and 23 are in engagement with each other, then the drive is transmitted from the drive section 3 through clutch members l8 and 25, collar 24, gears 26 and 23 and power take-off sleeve It! .to spur gear 2|]. When gear 40 has been moved by shifter shaft 4| into mesh with gear 20, then the drive to the power take-off shaft B is complete. Thus, it is the manipulation of gear 40 by shifter shaft 4| that really controlsthe operation of the power take-off shaft B. When gear 40 is out of mesh with gear 20, and this may be accomplished at will by manipulation of shaft 4 I, the power take-off shaft B is idle. When collar 24 is shifted further to the right'from the power take-01f drive position just mentioned so that clutch member 25 will engage with clutch member l6 while clutch member 25 is in engagement with clutch member I8 and clutch member 26 is in engagement with clutch member 23, then the 'drive is transmitted from drive section 3 through clutch members I8, 25 and I6 to the driven section 4 and through clutch members It! and 25, collar 24, clutch members 26 and 23 and power take-ofi sleeve l9 to spur gear 20. If gear 40 is in mesh with gear 20, then the power take-off shaft B, as well as the rear wheels of the truck are operated simultaneously.

In Figure I have illustrated a slight modification in which two power take-oil shafts B and B are provided at diametrically oppoiste sides of and substantially parallel to the propeller shaft A If desired, shifter mechanisms such as 50 and 5|, respectively, similar to that shown in Figure 1, may be independently operated to control the operation of the power take-off shafts B and B. For example, shifter mechanism 5|] may be operated to engage gear 53 on power take-off shaft B with or to disengage it from gear 54 on the propeller A, while shifter mechanism 5| may be operated to engage gear 55 on the power takeoff shaft B with or disengage it from gear 54 on the propeller shaft A When gear 53 is disengaged from gear 54, then power take-off shaft B only will operate, providing, of course, that gear 55 is in mesh with gear 54. Likewise, when gear 55 is disengaged from gear 54, then power take-off shaft B only will operate, providing gear 53 is in mesh with gear 54. When both gears 53 and 55 are in mesh with gear 54, then both power take-off shafts B and B will operate simultaneously.

What I'claim as my invention is:

1. In a power take-off assembly, a propeller shaft having two sections, one being a drive section and the other a driven section, a clutch ber non-rotatably mountedon the drive section, a power take-off sleeve freely rotatable vupon the driven section, a, power take-ofl gear fixed to said sleeve, a clutch member fixed to said sleeve, a sliding clutch collar encircling the first two mentioned clutch members and adapted to encircle the' third mentioned clutch member, a clutch member rigid with said collar constantly in engagement with the second mentioned clutch member and adapted to engage with the first mentioned clutch member while in engagement with the second mentioned clutch member, another clutch member rigid with said collar adapted to alternately engage with the first and third mentioned clutch members, a power takeoff shaft substantially parallel to the propeller gear, and means for actuating the last mentioned splined gear.

2. In a power take-01f assembly, a propeller shaft having two sections, one being a drive section and the other a driven section, a clutch member fixed to the driven section, a clutch member splined on the drive section, a power take-off sleeve freely rotatable upon the driven section, a power take-off gear fixed to said sleeve, a clutch member fixed to said sleeve, a sliding collar encircling the first two mentioned clutch members and adapted to encircle the third mentioned clutch member, a clutch member rigid with said collar constantly in engagement with the second mentioned clutch member and adapted to engage with the first mentioned clutch member while in engagement with the second mentioned clutch member, another olutch member rigid with said collar adapted to alternately engage with the first and third mentioned clutch members, a power take-off shaft operatively connected to the power take-off gear, and a second power take-off shaft operatively connected to the power take-off gear.

3. In a power take-off assembly, a propeller shaft having two telescopically arranged sections, one being a drive section and the other a driven section, a clutch member fixed to the driven section, a clutch member non-rotatably mounted on the drive section, a power take-off sleeve freely rotatable on the driven section, a clutch member fixed to the power take-off sleeve, a sliding collar encircling the second mentioned clutch member and power take-off sleeve and provided with longitudinally spaced integral clutch members,

one of the spaced clutch members being always Y shaft having two telescopically arranged sections, one being a drive section and the other a driven section, a clutch member fixed to the driven section, a sleeve type clutch member nonrotatably mounted on the drive section beside the first mentioned clutch member, a power takeoff sleeve freely rotatable on the driven section, a clutch member fixed to the power take-off sleeve, a sliding collar encircling the second mentioned clutch member and power take-off sleeve and provided with longitudinally spaced integral clutch members, oneof the spaced clutch members being always in engagement with the second mentioned clutch member and adapted while in engagement therewith to also engage with the first mentioned clutch member, the other of said spaced clutch members being between and adapted to alternately engage with the first mentioned clutch member and the third mentioned clutch member, means for sliding said collar relative to the first, second and third mentioned clutch members, a spur gear keyed upon said power take-off sleeve, a power take-off shaft substantially parallel to the. propeller shaft, and a gear splined on the power take-off shaft and adapted to mesh with the spur gear aforesaid.

5. In a power take-off assembly, a propeller shaft, a power take-off sleeve freely rotatable upon a part of the propeller shaft, two power take-01f shafts substantially parallel to said propeller shaft, means for driving the sleeve from the propeller shaft, and means for driving both power take-off shafts simultaneously or either of them independently of the other, including a gear rigid with said sleeve, and gears splined on the respective power take-ofi shafts and movable into and out of engagement with the gear rigid with said sleeve.

6. In a power take-off assembly, a propeller shaft having two sections, one being a drive section, and the other a driven section, a power take-off sleeve freely rotatable upon the driven section, a power take-off gear fixed to said sleeve, means for driving the driven section of the propeller shaft and said sleeve from the drive section of the propeller shaft, two power take-off shafts substantially parallel to said propeller shaft, and means for driving both power take-off shafts simultaneously or either of them independently of the other, including gears splined upon the respective power take-off shafts and movable into and out of engagement with the gear fixed to said power take-off sleeve.

7. In a power take-off assembly, a propeller shaft, two power tal e-off shafts substantially parallel to said propeller shaft, a gear freely rotatable upon the propeller shaft, means for driving said gear from the propeller shaft, and means for driving both power take-off shafts simultaneously or either of them independently of the other, including gears splined upon the power take-off shafts and movable into and out of engagement with the gear on the propeller shaft.

ROBERT W. WAGNER. 

